Towing apparatus.



L. V. W. FROGER.

TOWING APPARATUS.

APPLICATION FILED 111111.29. 1909.

Patented Feb. 5, 1912.

7 SHEETS-'SHEET 1.

L. V. W. PROGER. TOWING AHPARATUS. APPLIOATION H LED 14.53.29, 1909.

I 1,016,619. Patented Feh.6,1912.

. 7 SHEETS-SHEET 2. 2. 5

cnLulAllA PLANOGIIAPH co.. WASMINGTDN. n. c.

L. V. W. FROGER. TOWING APPARATUS. APPLIoATIoN FILED M111. 2s. 1909.

Patented Feb. 6, 1912.

7 SHEETS-SHEET 3.

. PROGER.

TOWING APPARATUS. APPLICATION FILED 11411.29; 1909.

Patented Feb. 6,1912.

.nLUmBlA ILANouRAvH CUAAWASHINGTON. D. c

L. V. W. FROGER. TOWING APPARATUS.

v APPLIOATIUN FILED MAR. 29. 1909. 1,01 6,61 9. y

7 SHEETS-SHEET 5.

Patented Feb. 6, 1912.

L. V. W. FROGBR. TOWING APPARATUS. APPLIUATIQNFILBD MAR. 29. 1909.

Patented Feb. 6, 1912.l

7 SHEETS-SHEET 6.

.is I I L. V. W. FROGER. l TOWING PPARATUS. APPLICATION FILED MAR. 29. w09,

Patented Feb. 6,1912.

7 sHBBTsfsHEBT v.

COLUMBIA PLANOURAPH C0.,wA5HlNaTON, D. CY

UNITED vsrnrns PATENT OFFICE.

TOWING- APPARATUS.

Specification of Letters Patent.

'Patented Feb. c, 1912.

Application filed March 29, 1909. Serial No. 486,298.

To all whom it may concern Be it known that I, LOUIS VICTOR WILLIAM FROGER, a citizen of the Republic of France, residing at Lorient, Morbihan, France, have invented certain new and useful Improve ments in Towing Apparatus, of which the following is a specification.

Whatever their nationality all ships or boats are towed'by means of two cables or tow ropes connecting the towing boat with that which is towed. For this purpose there are used the four projections called bitts with which each boat is customarily provided and which are arranged laterally two on each side at a suitable distance forward and aft. This use of two completely independent ropes makes it very difficult to adjust their length so that they are subjected to an equal degree of tension; moreover when the adjustment has been made each variation in direction necessitates re-adjustment, which is a very difficult and dangerous operation while the vessel is moving, indeed itis practically impossible. Approximately speaking, the two ropes support alternately the tractive force every time the' directions followed by the towing and towed boats differ. The ropes thus become fat-igued and the constantly varying tension affects their strength as well as that of the parts to which they are attached, making them very dangerous to the seamen. More over these lateral bitts are frequently of no use because of their lack of security when the sea is at all high. For this reason on many sailing boats or steam boats it is preferred to use the main mast, and on certain vessels of war, the turrets, because of t-he ab solute security which these fixed points afford. On the bitts the tow ropes are rolled into coils and around the main mast or the turret in rings, this operation being extremely long and difficult and often dangercus to the seamen who have to perform it, especially when the boat is of considerable tonnage and the ropes are of a large di* ameter, 'lacking suppleness; moreover the ceiling of each rope on the fixed points of the towing boat and of the towed boat diminishes the length of the rope to the great detriment of its elasticity. Of course when it is necessary to cast ofi' the-'ropes the work is not less long, delicate, difficult or dangen ous.

The object of this invention is an endless tow rope designed for the purpose of remedying the aforesaid inconveniences and many others which follow the use of the customary independent ropes and their mode of connection with the boats.

According to the invention the lateral or axial point-s of attachment of the ropes both on the towing vessel and the towed vessel are no longer fixed; `the principle of two independent ropes is also abandoned and for the fixed points of attachment of theropes there are substituted both on the towing boat and on the towed boat two axial bitts, one forward and the other aft, at an appropriate distance from the ends of the vessel, fixed directly on the deck or the lower part of the main mast, each of these bitts carrying a pulley adapted to revolve onits axis; or there may be four bitt-pulleys fixed at the sides of the vessel to the deck, two at the prow and two at thestern at a suitable distance from the ends of the vessel. Around these pulleys the endless tow rope passes.

Two modes of towing are contemplated by the present invention, one in which there are two axially placed bitt-pulleys, the other in which there are four lateral bitt-pulleys.

The first, which is the more economical andthe more practical, should be used in preference to any other on all steam vessels which have no bowsprits or other projections like guns, as on these vessels there is a free space about the axis of the vessel at each end, such a space being essential to this mode of towing. For ships of war and mer- .chant vessels having a bowsprit in which the presence of poop and forecastle allows the use of axial bitt-pulleys for towing, the said j pulleys must be as possible, and they should be simple and economical on any kind of vessel; two sorts of bitt-pulleys for the purpose may be distinguished, corresponding with the three following cases :w-(l) An axial bitt-pulley fixed to the deck when the main masts fore and aft cannot be used as axles for the pulleys; (2) an axial pulley through which the main mast is passed before it is stepped so that it may serve as the axle of the pulley; (3) an axial pulley adapted to be tted to the main mast, which is to serve as its axle, after the 'mast has been stepped, thus avoiding the onerous operations of uli-stepping and re-'s'tepping the mast,

made as little cumbrous The second mode ot towing, namely with four bitt-pulleys, is of more general application; it is applicable to all war ships and merchant Vessels whether steam boats or sailing boats.

In order that the invention may be well understood reference will be made to the accompanying drawings, which however, merely illustrate types of the invention.

Figure 1 shows in part plan a towing boat and a towed boat connected by an endless tow rope according to this invention. Fig. 2 showns, drawn to an enlarged scale, a side view of a part of the endless tow rope which is used for connecting together the elements of the rope which pass around the pulleys on the respective vessels. Fig. 3 is a plan drawn to an enlarged scale otl the shackle that connects the elements of the towing rope. Fig. 4 is a vertical section on the axial line of Fig. 3. Figs. 3a and 3b show respectively a variation of the shackle and a detail thereof. Fig. f1 is a plan of the end of a vessel from which the shackle shown in Fig. 3b is operated. Figs. 5 and 6 are respectively longitudinal sections and plans of one kind of pulleys for the endless rope provided with devices for limiting the travel of this rope inthe two directions; Figs. 7 and 8 are like views respectively of a modiication. In Figs. 5 and 6 the pulley is adapted to be used on vessels in which the masts cannot be employed for towing. Figs. 7 and 8 show an axial pulley having a main mast as its axle, the mast being introduced into the pulley at the time it is stepped or the pulley being applied to the mast after it has been stepped. Fig. 9 is a part elevation of a towing boat and a towed boat connected with each other by a variation of the endless tow rope. Figs. 1() and 11 are respectively an elevation and a plan of a towing boat and a towed boat connected with each other by an endless rope passing around four pulleys. Fig. 12 is a side elevation of the key for operating the shackle release. Fig. 13 is i partial elevation of a gait provided with a. steel cable and designed for opening the shackle release. Fig. Mis a cross section of Fig. 11. Figs. 15 and 16 are respectively an elevation and a plan of two harbor towing boats both constructed on the same model, one of theln, the auxiliary towing boat, being coupled to an intermediate boat which may itself be supposed to be coupled at its stern with a stranded vessel. Figs. 17 and 1S are a side elevation and a plan of a device for connecting a main mast to a pulley for the endless rope. Figs. 19 and 2O are respectively an elevation and a plan of another dea single pulley of double action. Fig. 2

vice for connecting the hul'l of the towing boat at each side, fore and aft, with a pulley for the endless rope which passes transversely above the deck. Fig. 21 is a plan of a plan of a bitt-pulley situated in the transverse plane of the vessel. Fig. 23 is a plan of a vessel, of which the bitts have been transformed. Figs. 24 and 25 are respectivelya side elevation and a plan drawn to an enlarged scale of bitts provided with a sleeve device.

Reference will first be made to the mode of towing by an endless tow rope passing over two axially placed pulleys (Fig. 1). It may, however, first be remarked that the two kinds of pulleys represented in Figs. :3, G, 7 and 8 comply satisfactorily with the three cases cited above. The bitt-pulley shown in Figs. and 6 is suitable for vessels the main masts of which cannot be used for towing. The other type of pulley (Figs. 7 and S) may be applied to any main mast that can be used as the axle of the pulley, either at the time of stepping .the mast or afterward.

Before introducing the foot of the mast into its step the mast should be put through each organ of the pulley in the following order upper cheek, sheave, lower cheek, and its base plate, the deck and its reinforcement, (Figs. 7 and 8). Then the mast has been stepped each part of the pulley of suitable dimensions is cast in two sections along the vertical transverse plane, so that each section of the upper cheek, the sheave, the lower cheek and the reinforcement plate can be assembled with the corresponding section and bolted to the mast or to the deck. As to the sheave, the two sections are pro- `vided with dovetails of steel either cast on the section or itted thereto.

In Fig. 1, 1 and 2 are bitt-pulleys which are fixed at the prow and the stern of each vessel and constructed in either of the forms shown in Figs. 5 to S, the former having its own axle while the latter has the mast for an axle.

Apart from certain details the two kinds of pulleys are sufficiently alike to render the description of Figs. 5 and applicable to Figs. 7 and 8.

A steel plate 1CL strengthens the deck 1b beneath the base plate 1c ot the bitt (Figs. 5 and 7). The base plate 1c is cast in one with the cheek Qn, and between this cheek and the sheave a ball bearing 3 is inter posed. A square opening l (Figs. 5 and (5) or cylindrical opening S (Figs. 7 and 8) is provided in the lower cheek 2, the base plate 1U, the deck 1b, and the strengthening plate 1, to receive the squared part of the axle 4: (Figs. 5 and 6) or the cylindrical mast 1b (Figs. 7 and 8).

The plate 1C, the deck 1", and the plate 1 are connected together by bolts or rivets, and the axle et?" extending through the deck and the plate 11 is held in place by a nutduly locked. The sheave 5 turns on the 2 is l cylindrical part of its cast steel axle 6 (Fig.

), or, as shown in Fig. 7, on a sleeve 6a cast in one with the lower cheek 2iand riveted to the mast so as to constitute with this the axle. rIhe cylindrical portion of the axle 6 (Fig. '5) has a shoulder which rests upon the cheek 2a, thus fixing the distance between the upper cheek 7 and this lower cheek 2a. In Fig. 7 the upper cheek 8 has a part 9 which rests upon the upper edge of the sleeve on which the sheave turns. The sheave 5 turns on a ball bearing 3a and is grooved on its periphery to receive one of the elements of the tow rope, which element may be called the pendant.

Each pendant 10 is connected at its ends with the corresponding ends of the other pendant by the connecting ropes 11, the connection being made by special shackles as will now be described. Each end of the connecting rope 11 has a metallic eye 12, through which is passed a plain link 18, itself attached to a bent link 14, Figs. 2 and 3. Each end of the pendant 10 is attached by means of an eye 12 to the middle part of a shackle 15, the bolt 16 of which has screw threaded ends to receive nuts 17 locked by pins 18. A suitable washer is interposed between each nut and theshackle. The middle part of the bolt 16 has an arm 19 which, when it is in the position shown in Fig. 8, prevents the bent link 14 of the connecting rope 11 from becoming detached, while when the bolt 16 is turned through a quarter of a revolution on its axis in the direction of the arrow in Fig. 4 there is nothing to prevent detachment of the link 14 from the bolt 16; in order thus to turn the bolt 16 there is provided a handle 20 fixed on one of' the nuts 17.

To keep the arm 19 in its locking position there is fixed to the limbs of the shackle a cross bar 22 of cast steel carrying at each end a collar embracing the corresponding limb. At the middle of this cross bar there is a cylindrical bore adapted to receive a short axle 24 which turns in the bore on a ball bearing 23 and is held in place by a nut 26 locked by a pin 27 on the end of the axle, the washer 25 being interposed between the nutand the cross bar. The other end of the axle carries a socket 28 of cast steel and suitable dimensions, in one side of which is an opening 29 to permit passage of the end of the arm 19. When the end of the arm 19 has been introduced into the socket 28 through the opening 29 and the latter has been turned through a quarter of a revolution, unintended detachment of the parts of the tow rope is impossible. When it is desired to disconnect the pendant 10 from the connecting ropes 11 on one of the vessels it is only necessary to turn in the opposite direction, by a key 30 applied to the nut 26, which may be operated through a distance by a cord, the socket 28 through Vthe deck.

a quarter of a revolution in the reverse direction to that in which it was turned to lock the bent link 14 in order to liberate the arm 19 and to permit the desired disconnection.

Instead of controlling the socket 28 by a key 30, which presents a certain degree of risk in that it may catch upon the deck or on the hull, the socket may be turned by means of a chain wheel 30a (Fig. 3b) or an eccentric wheel 30b (Fig. 3a) having two flanges 25a and mounted on the squared po-rtion 8()c of the axle 24. Over this wheel, which is protected by the two limbs of the shackle, passes a chain 292L adapted to be operated in any suitable manner from the vessel.

On the front end of the towed boat and on the rear end of the towing boat there are fixed, between the sides of the parallelogram formed by the endless tow rope and in a plane higher than that which contains this rope, two eye bolts 36 at a distance from each other slightly greater than that through which the shackles 15 have play. In these eye bolts, two of which are fixed on each side of the deck, is fixed a steel cord 37 on which is threaded an eye 38, a groove in the periphery of which serves as a pulley groove for the chain 39 which controls the wheel 30a. The cord thus constitutes a guide for the eye 38.

When the chain 39 has been operated so as to turn the socket 28 through an angle of, say, 180, the two sides of the chain can be equalized by allowing the chain to slide in Va groove of the eye 38 to compensate for pitching and rolling movements of the vessel, and then the two sides of the chain are f brought together below the eye 38 and are tied by a cord or otherwise, in such a inanner that the connection can be readily severed. Owing to this arrangement, as the shackle moves to and fro, the eye which constitutes a carriage for the chain will slide with it, the movement of the eye being in opposite directions on the two sides ofy In order to cast off the tow rope the connection between the two sides of the chain 39 on each side of the vessel is severed and one of the sides of each chain is pulled either by hand or by a rope attached to each chain so as to turn the wheel 30a through the required angle and thus to liberate the tow ropes from the shackles simultaneously.

It will be seen that when the two elements of the endless tow ropes have been connected with each other the two parts of the tow rope which pass around the bitt-pulleys can always equalize themselves in length by causing the sheaves 5 to turn kon their ball bearings. It will be seen from Figs. 1 and 11 that there are four combinations possible underl this system of towing. 'The first zoA (Fig. 1) is towing by means of axial bittpulleys. The second (Fig. 2) is towing by means of four lateral bitt-pulleys. rIhe third is a combination of the first and the second, a vessel provided with axial bitt-pulleys towing another vessel provided with lateral bitt-pulleys. The fourth is a combination of the second and the first a vessel provided with lateral bitt-pulleys towing another provided with an axial bitt-pulley. Now, in the first two combinations the-endless rope is in the form of a parallelogram, while in the other two it is in the form of an isosceles triangle. In the four combinations the figure formed by the ropes is perfectly symmetrical with reference to its longitudinal axis and consequently the strains are always perfectly symmetrical and consequently balanced. Therefore the cables are always equally under tension and the breaking of them is avoided.

In order that in case of unforeseen rupture of one of the connecting ropes 11 of the towing boat, the pendants 10 may remain around the respective sheave, it is necessary to limit their travel on these sheaves. For this purpose there is threaded on each pendant two blocks 31 acting as stops. These are of cast steel of suitable dimensions and strength. They are of the form of a truncated cone and have a conical bore with rounded angles to accommodate the splicing of the rope around t-he eye 12 and such that not even the most violent strain could bring the block over the eye. Since the pendants 10 have to withstand the whole strain of the towing their tensile strength should be double that of each connecting rope 11. Both the pendants and the connecting ropes may be hemp cables, .metallic cables or chains. It follows that a vessel may use its ordinary tow ropes by coupling them with links as indicated in Fig. 2, and may even make up its own pendants if it is supplied with the necessary shackles 15, the connections being made as indicated in Fig. 3.

Although the arrangement hereinbefore described sufiices to make the endless tow rope quite secure, the safety of the system may be increased by the following additional precautions. In order to avoid permanent friction, which might diminish the strength of the connecting rope 11, there may be inserted between each pair of links 13, 14, a length of chain 32 as in Fig. 9. Moreover, in towing by means of axial bittpulleys, it may be useful, while allowing the endless rope as much play as possible on the poop or forecastle, to limit this play on each side of the longitudinal axis of the vessel by two posts 33 carrying wheels as indicated in Fig. 9, where, however, the posts are shown in the axial line of the vessel instead of to the left and right thereof. In order to obtain a sufficient elasticity in the two connecting ropes in spite of the considerable tractive force, it is advantageous to cut the ropes at their middle part and to reunite them by a chain 34 of suitable length and diameter, so as to have a deep catenary curve in the middle of each rope.

The mode of towing shown in Figs. 10 and 11 only differs from that which has been described in that there are four lateral bitt-pulleys instead of two axial pulleys. 'Ihe endless rope passes around each of these pulleys. It may be pointed out what, in this mode of towing is borrowed from that first described :-1. The endless rope is composed of the same elements as those shown in Figs. 1 and 2 and a length of chain is introduced into the middle of each connecting rope 11 as in Fig. 9 to insure as much security as possible for the rope. 2. Each fore and aft pendant on each vessel is of a` suitable length so selected that neither of the shackles 15 ever passes the end of poop or forecastle in order that it may be easy to connect and disconnect the connecting ropes 11. 3. On each steam or sailing vessel which does not use the first mode of towing are mounted two lateral bitt-pulleys, fore and aft, at a suitable distance from the ends of the vessel. These bitt-pulleys are of the type represented in Figs. 5 and 6, but each only possesses one of the eyes 7 for `engagement with the stop 31; they are fixed at the sides of the vessel in a manner similar to that described with reference to Figs. 5 and 6 and project slightly over the sides so as to avoid friction of the shackles 15 against the sides.

The key 30 which serves to turn the socket 28 may be operated from the poop or forecastle by means of a gafi' (Fig. 13) which can be hooked over a projection 35 on the key (Fig. 12) so as to turn the latter through an angle of 415 so as to liberate the arm 19 from the socket 2S. The key 30 may also be operated in the following manner (see Fig. 4a) :-To the side of the ship and to the deck are xed two eye bolts 3G through which slides freely a rope 37 where.

on is threaded a metal eye 38 free to move between the two eye bolts 36; to this eye is spliced a metal gasket 39 attached at its other end to the key 30% The two ends of the rope 37 engage a. tackle 40 (Figs. 1() and 11) which can be quickly shortened. If now the length of the gasket 39 is less than the distance which separates the key 30 from rope 37 it is only necessary to haul on the tackle in order to turn the key or both the keys. If a third eye bolt 3Ga be provided, the rope 37 may be slackened.

It may be noted that these two modes of towing, such as have been described with reference to Figs. 1, 9, 10 and 11 permit a working almost as regular as that of the towing machine and a freedom of evolution greater than that of vessels having independent tow ropes, on account of the elimination of hitching and belaying. The length of the connecting ropes 11 is moreover increased to the great advantage of its elasticity, and the compressions, frictions, deformations and fatigue of the strands of the rope are supported completely by each 4 pendant 10. The attachment and detachment of the towing boat is performed in a manner resembling the harnessing of a horse to a carriage, each of these operations requiring a very short time; it is never necessary to equalize theconnecting ropes either by taking them onboard or while towing, and in both modes of towing manipulation of the 'ropes is not accompanied by danger to the operator owing to the fact that the ropes do not require to be hitched. When towing for floating stranded vessels other connections should be provided in addition to the bitt-pulleys already described either on the deck, such as on the mast, or `on the external surface of the hull (Figs. 15, 16). On each main mast may be fixed a steel sleeve 41'having a flange 42 and above this a steel collar 43; a bolt 45 (Figs. 17 and 18) extending through lugs 44 of this collar holds a link4 46 connected with a shackle 47 holding a steel pulley 4'8. On each side of the vessel fore and aft at the junction of the deck, the beams and the wall, and outside the latter, is fixed a strong longitudinal tire-iron 49, the eye 50 of which (Figs. 19 and 20) receives the link 46 connected with the shackle 47 carrying the pulley 48 (Figs. 19 and 20). The pendants y10 are passed around the pulleys 48, the sides of the vessel having ports to render this possible for the external pulleys (Figs. 15 and 16). In this manner there may be used for ioating the stranded vessel eight endless tow ropes. To avoid strain which these` tow ropes would produce on the intermediate towing vesselyoked in tandem to the vessel to Vbe floated and the towing vessel, tending to rupture it, the tow ropes should be crossed by connecting the ropes of the front towing vessel on the stern of the intermediate vessel and those of the grounded vessel on the prow of the intermediate vessel. A pair of lateral bitt-pul leys of the type indicated in Fig. 22, fixed firmly to the end ofthe transverse plane 'passing through the center of gravity of the towing boat, permit of towing and of being towed by interposing the pendants 10 according to the case. Finally a single bitt- 'pulley of the model shown in Fig. 21 fixed on the spar-deck of a towing boat driven by internal combustion engines without a ,chimney having one mast near the said bittpulley bolted to the intersection of the longitudinal, and transverse planes passing through the center of gravity of the boat, also allows of economical towing.

It must be remarked that the bitt-pulleys shown in Figs. 21, 22, are similar to those shown in Figs. 5 and 6 and only dier from the latter in the number of eyes 7. On sailing vessels or steam vessels which are being designed or in course of construction, when in face of the total cost of construction the expense will be insignificant, it is preferable to fit four bitt-pulleys, one pair forward and the .other pair aft for receiving the towing pendants. Owing to these bitt-pulleys, the endless towing rope applied to the two vessels similarly arranged, presents a parallelogram of which the four sides operate equally, the pendants slipping or rolling on the sheaves of the pulleys. On vessels which are already afloat the endless tow rope can be used even more economically. On all these vessels, if they are armored, it is essential to have two sets of simple bitts or posts, one fore and the other aft. The arrangement of sleeve described below and shown in Figs. 23, 24, 25, allows these sets of bitts to be adapted in a simple, rapid and economical manner for the purpose of using them with the endless tow rope.

On each simple bitt, or on each bitt post L, lfore and aft of the vessel, it suflices tofit a steel sleeve M of suitable height and thickness, which sleeve has for its object not onlyto protect each simple bitt or post from friction but to connect firmly together the two posts of each bitt, so as to allow the towing pendant 10 to slide. It will be obvious that every vessel afloat having these sets of bitts may be provided with a single pendant chain 1.0 of suitable resistance and having two disconnecting shackles to enable the vessel to tow or to be towed by rigging up this chain on the fore and aft bitts as the case may be. It will be evident that on each of these pendant chains 10 may be hooked each towing rope carried by the respective vessels, the chains sliding around the bitts.

Having thus described the nature of my invention and the best means I know of carrying the same into practical eect, I claim 1. A towing apparatus for marine vessels comprising a cable in four parts, readily attachable and detachable connectors connecting said four parts into an endless4 cable, the cable being arranged with two of its parts extending between the towing boat and the towed boat symmetrically, and each of the othertwo parts of the cable being looped around fastening meanson one of the boats and movable freely about said fastening means, thus tending to equilibrate the strains.

2. Towing apparatus for marine vessels comprising four ropes, a shackle attached to each end of each of two of these ropes, a bent link attached to each end of each. of the other two of these ropes, an arm carried by each shackle bolt and adapted to engage a bent link, a socket mounted on an axle adapted to rotate and carried by the shackle, the said socket being adapted to receive the said arm and to liberate it when the said axle is turned through an angle.

Towing apparatus for marine vessels comprising four ropes, a shackle attached to each end of each ot' two ot these ropes, a bent link attached to each end of each of the other two of these ropes, an arm carried by each shackle bolt and adapted to engage a bent link, a socket mounted on an axle adapted to rotate and carried by the shackle, the said socket being adapted to receive the said arm and to liberate it when the said axle is turned through an angle, a chain wheel keyed on the said axle, and a chain adapted to operate the said chain wheel.

et. Towing apparatus tor marine vessels comprising four ropes, a shackle attached to each end of each of two ot' these ropes, a bent link attached to each end of each of the other two of these ropes, an arm carried by each shackle bolt and adapted to engage a bent link, a socket mounted on an axle adapted to rotate and carried by the shackle, the said socket being adapted to receive the said arm and to liberate it when the said axle is turned through an angle, a chain wheel keyed on the said axle, a chain adapted to operate the said chain wheel` au eye having a pulley groove in which the said chain slides, and a cord stretched between lixed points parallel to the said towing ropes and in a plane above that containing said ropes, on which cord the said eye is adapted to slide.

5. A towing' apparatus for marine vessels comprising four ropes connected together by readily attachable and detachable shackles to form an endless cable, a pulley fixed to each vessel, two ot' the said tour parts passing around the sheaves of the said pulleys.

(5. A towing' apparatus t'or marine vessels comprising four ropes connected together by shackles, a pulley fixed to each vessel, two of the said four parts passing around the sheaves ot' the said pulleys, cheeks to the said pulleys, each cheek having an eye and stops on the ropes that pass around the pulley sheaves adapted to engage in the said eyes.

7. Towing apparatus for marine vessels comprising four ropes, a shackle attached to each end of each ot two of these ropes, a bentlink attached to each end of each ot the other two of these ropes, an arm carried by each shackle bolt and adapted to engage a bent` link, a socket mounted on an axle adapted to rotate and carried by the shackle, the said socket being adapted to receive the said arm to liberate it when the said axle is turned through an angle, and means for turning said axle.

8. A towing apparatus for marine vessels comprising a cable in four parts readily attachable and detachable connectors connecting said four parts into an endless Cable, the cable being arranged with two portions of its length extending between the towing boat and the towed boat symmetrically and tending to equilibrate the strains, and two lateral pulleys on each vessel around which a part of the cable passes.

9. A towing apparatus for marine vessels comprising a cable in four parts readily attachable and detachable connectors connecting said four parts into an endless cable, the cable being arranged with two portions of its length extending between the towing boat and the towed boat symmetrically and tending to equilibrate the strains, and two lateral pulleys on each vessel around which a part of the cable passes, and means operable from each vessel for detaching the connections at the ends of the part of the cable which passes around the pulleys thereon.

l0. A towing apparatus for marine vessels comprising a cable in four parts readily attachable and detachable connectors connecting said t'our parts into an endless cable, the cable being arranged with two portions of its length extending between the towing boat and the towed boat symmetrically and tending to equilibrate the strains, the middle part ot each ot1 said portions consisting of a chain.

11. A towing apparatus for marine vessels comprising a cable in four parts readily attachable and detachable connectors connecting said four parts into an endless cable, the cable being arranged with two portions of its length extending between the towing boat and the towed boat symmetrically and tending to equilibrate the strains, each of said portions having a middle consisting of a chain and pendant ends consisting of ropes.

l2. A towing apparatus for marine vessels comprising a plurality of cables, each in four parts, readily attachable and detachable connections connecting the four parts of each into an endless cable, and each cable being arranged with two portions of its length extending between the towing boat and the towed boat symmetrically and tending to equilibrate the strains.

13. A towing apparatus for marine vessels comprising a` plurality ot cables, each in four parts, readily attachable and detachable connections connecting the four parts of each into an endless cable, and each cable being arranged with two portions of its length extending between the towing boat and the towed boat symmetrically and tending to equilibrate the strains, and two lateral pulleys on each vessel around which one of said cables passes.

14. A towing apparatus for marine vessels comprising two portions extending be- 10 being lighter than the two parts passing tween the towing boat and the towed boat around the pulleys, and detachable connectand readily breakable and attachable at four ing means connecting the four parts.

points, one of which points n each portion In witness whereof, I have hereunto s accessible from each boat. signed my name in the presence of two sub- 1l5. A towing apparztus orbmarine jyesscribing witnesses.

se s comprising an en less ca le in our` parts, a pulley on each vessel, two of the LOUIS VICTOR WILLIAM ROGER' said parts passing around the sheaves of -Witnesses: A

said pulleys and the other two of said parts R. F. vGnou/Lemar7 S. ALLAGNE.

Copies of this patent may be obtained for ve cents each, by addressing the Commissioner of Iatents, Washington, D. C. 

